DE102020121175B4 - pulley assembly - Google Patents

Abstract

The invention relates to a pulley arrangement with a shiftable pulley (9) which is arranged on a drive shaft (1) and can be coupled to or from the drive shaft (1) via a clutch device consisting of an overrunning clutch (K1) and a centrifugal clutch (K2). is detachable. According to the invention, the belt pulley arrangement has a torsional vibration damper (10) which connects the drive shaft (1) to the clutch device (K1, K2) in a torque-transmitting manner. The pulley (9) is designed with a radially inner space (19) in which the torsional vibration absorber (10) is arranged.

Description

The invention relates to a pulley arrangement according to the preamble of claim 1 and a pulley arrangement according to claim 11.

An example pulley assembly includes a shiftable pulley disposed on an engine shaft (hereinafter referred to generically as a drive shaft). The switchable belt pulley is connected to an electric machine and an auxiliary unit, such as a mechanical air conditioning compressor, via a common belt drive (i.e. with only one belt track). The switchable belt pulley can be coupled to or decoupled from the drive shaft by means of a sprag freewheel and a centrifugal clutch. In a first operating mode, an engine start can take place, for example, in which the electric machine generates a torque with which the internal combustion engine is started. In a second operating mode, generator operation can take place. This can directly follow the first operating mode. In generator mode, the internal combustion engine generates a torque with which the electric machine can be driven. In a third operating mode, the electric machine can drive the auxiliary unit while the internal combustion engine is at a standstill.

In the first operating mode (i.e. engine start or boost function), a torque-transmitting locking function is active in the example pulley arrangement in the sprag clutch, in which the switchable pulley and the internal combustion engine shaft (ie drive shaft) rotate in a first direction of rotation at the same speed and the pulley as the drive part and the internal combustion engine shaft acts as an output part.

In the second operating mode (i.e. generator operation), a torque-transmitting locking function of the centrifugal clutch is active, in which the internal combustion engine shaft and the pulley rotate in the first direction of rotation at the same speed and the internal combustion engine shaft acts as a drive part and the pulley acts as an output part.

In the third operating mode, the switchable pulley rotates in a second direction of rotation opposite to the first direction of rotation and both the overrunning clutch and the centrifugal clutch are transmission-free.

From the US 2009/0 298 646 A1 a pulley arrangement is known with a switchable pulley which is arranged on a drive shaft via a clutch device. The clutch device has an overrunning clutch and a centrifugal clutch with which the drive shaft can be coupled or decoupled. The switchable belt pulley has a radially inner space in which both the overrunning clutch and the centrifugal clutch are arranged. From the DE 10 2009 016 911 A1 a belt-driven alternator starter system for a hybrid vehicle is known. From the DE 10 2008 006 578 A1 a vehicle drive system is known. From the DE 11 2006 001 811 T5 a generic overrunning disconnect clutch with a locking mechanism is known. DE 10 2012 208 318 A1 discloses a coupled shaft pulley. From the DE 698 17 556 T2 a belt drive system with a generator connection overrunning clutch is known. EN WO 01/77520 A1 discloses a device for coupling at least one auxiliary unit to a main unit. From the DE 101 48 961 A1 a transmission is known.

The object of the invention is to provide a belt pulley arrangement which, in comparison to the prior art, is designed with a reduced installation space requirement and can be operated with greater operational reliability and/or smoothness.

The object is achieved with the features of claims 1 or 11. Preferred developments of the invention are disclosed in the dependent claims.

According to claim 1, the belt pulley arrangement has a torsional vibration damper which connects the drive shaft to the clutch device, ie to a centrifugal clutch and an overrunning clutch, in a torque-transmitting manner. With regard to a compact arrangement, the switchable belt pulley has a radially inner space in which the torsional vibration absorber is arranged. In an embodiment variant that is particularly favorable in terms of installation space, the overrunning clutch and the centrifugal clutch can also be arranged in the installation space.

In a preferred embodiment, the shiftable pulley may be mounted on an engine shaft (i.e., the drive shaft). The shiftable belt pulley can be drivingly connected to an electric machine via an internal combustion engine belt drive. In this case, the first operating mode described below (that is, engine start or boost function) and the second operating mode (that is, generator operation) are of particular importance. As a result of a torque change of direction, the belt pulley arrangement can be switched over automatically from the first operating mode to the second operating mode.

In the first operating mode (engine start or boost function), a torque-transmitting locking function can be active in the overrunning clutch, in which the pulley and the internal combustion engine shaft (i.e. drive shaft) rotate in a common, first direction of rotation at the same speed and the pulley as the drive part and the Internal combustion engine shaft acts as a driven part. After the moment change of direction, the second operating mode (generator mode) is activated. In the second operating mode, a torque-transmitting locking function of the centrifugal clutch is active, in which the pulley and the drive shaft rotate in the first direction of rotation at the same speed and the internal combustion engine shaft acts as the drive part and the pulley as the driven part.

In the third operating mode, the internal combustion engine is at a standstill while the electric machine rotates in a second direction of rotation that is opposite to the first direction of rotation and drives the auxiliary unit. In this case, both the one-way clutch and the centrifugal clutch are transmission-free.

In a technical implementation, the torsional vibration damper can have a primary part that is non-rotatably connected to the internal combustion engine shaft (i.e., drive shaft) and a secondary part. These can be rotated relative to one another to a limited extent about a common axis of rotation. At least one damping spring can be supported between the primary part and the secondary part. The secondary part can be drivingly connected to the belt pulley via the centrifugal clutch. In this case, at least one centrifugal element of the centrifugal clutch can be mounted on the secondary part of the torsional vibration damper. Under the action of centrifugal force, the centrifugal element can be displaced radially outward from its radially inner, transmission-free rest position into its radially outer, moment-transmitting blocking function. In the locked position, the internal combustion engine shaft (drive shaft) is connected to the belt pulley via the torsional vibration absorber and the centrifugal force element in a torque-transmitting manner.

A conventional centrifugal clutch is designed as a form-fitting clutch in which the centrifugal element engages in a form-fitting contour of the switchable belt pulley. The following problem arises with an unfavorable relative rotational position of the drive shaft in relation to the switchable belt pulley: The centrifugal force element can (in rare cases) already have snapped into the belt pulley form-fitting contour before the torque direction change specified above is carried out. In this case, no (or only a small) overtaking distance is released and the torque-transmitting locking function of the centrifugal clutch is already active before the torque direction change is carried out. Accordingly, the clamping body of the one-way clutch cannot be completely displaced over the unlocking path to its unlocking position. Therefore, the overrunning clutch is not fully relieved.

Against this background, the centrifugal clutch according to the invention can be implemented as a friction clutch in the manner of a drum brake, in which the centrifugal element interacts as a friction element with a frictional engagement contour of the pulley. The friction-locking contour can be formed on the inner circumference of a radially outer ring rim of the belt pulley.

Preferably, the centrifugal element can be pivoted on one side as a rocker at a pivot bearing point on the secondary part of the torsional vibration absorber. As a result, the centrifugal force element can be deflected radially outward into the locked position around the pivot bearing point under the effect of centrifugal force. The centrifugal force element can be prestressed into its radially inner rest position by means of a prestressing spring.

In a space-saving design variant, the belt pulley can have a radially inner hub section, which is arranged directly or indirectly on the internal combustion engine shaft (drive shaft) with the overrunning clutch being radially interposed. In addition, a space can be provided between the radially inner hub section and the radially outer ring rim of the belt pulley, in which space the centrifugal clutch is arranged with its centrifugal element in a space-saving manner. In this case, the centrifugal clutch and the overrunning clutch can be arranged in radial alignment with one another. The torsional vibration damper can be positioned axially adjacent to the clutch device (consisting of a centrifugal clutch and an overrunning clutch).

As soon as a predefined internal combustion engine speed is exceeded, the centrifugally actuated friction element ensures torque is transmitted from the drive shaft to the switchable belt pulley. The friction element actuated by centrifugal force can be designed to be self-reinforcing in analogy to a drum brake. In addition, the centrifugal mass of the friction element can be dimensioned such that in a lower engine speed range (this is where the greatest rotational irregularities prevail) the friction element slips briefly at the torque peak and thus also causes a relief of the belt pulley arrangement. Such engine vibrations occur in the second operating mode (that is, generator operation), in which the overrunning clutch is not integrated in the power flow.

In a specific embodiment variant, the belt pulley arrangement can drivingly couple or decouple a vehicle internal combustion engine, an internal combustion engine auxiliary unit, in particular an air conditioning compressor, and an electric machine via a common belt drive. In this case, the switchable pulley can be arranged on the internal combustion engine shaft. The switchable belt pulley can be drivingly connected to an electric machine shaft and a unit shaft of the auxiliary unit via the belt drive. In the first operating mode (engine start or boost function), the electric machine drives off the internal combustion engine and the auxiliary unit via its electric machine shaft and via the belt drive in the first direction of drive rotation. In the second operating mode (generator operation), the internal combustion engine drives via its internal combustion engine shaft and the belt drive in the first driving direction of rotation to both the electric machine and the ancillary unit. In the third operating mode, the electric machine only drives the auxiliary unit via its electric machine shaft and the belt drive in the second drive direction of rotation.

In the first operating mode (i.e. engine start or boost function), the overrunning clutch (i.e. the sprag clutch) can lock in a torque-transmitting manner and the centrifugal clutch can be transmission-free. In the second operating mode (i.e. generator operation), the overrunning clutch can be transmission-free and lock the centrifugal clutch in a torque-transmitting manner. In the third mode, both the centrifugal clutch and the one-way clutch can be non-transmission.

In a specific embodiment variant, the switchable belt pulley can be arranged with the overrunning clutch radially interposed on the internal combustion engine shaft (i.e. drive shaft). The one-way clutch may have a one-way clutch outside and a one-way clutch inside in common practice. Adjustable clamping elements are arranged between the inside of the overrunning clutch and the outside of the overrunning clutch. Depending on the direction of rotation of the inside and the outside, the clamping elements can be adjusted into a clamping position or into a release position due to a relative movement.

The centrifugal clutch can have at least one centrifugal element that can be acted upon by centrifugal force. The centrifugal force element can be shifted between a rest position and a blocking position under the action of centrifugal force. In the blocking position subjected to centrifugal force, the centrifugal force element can be in contact with a friction-locking contour of the belt pulley. In contrast, the centrifugal element can be out of engagement with the frictional engagement contour of the belt pulley in its rest position.

According to a further exemplary embodiment of the invention, the belt pulley arrangement has a torsional vibration damper, which connects the drive shaft to the clutch device, consisting of a centrifugal clutch and an overrunning clutch, in a torque-transmitting manner. With regard to a compact arrangement, the switchable belt pulley has a radial interior space in which the torsional vibration absorber is arranged. The torsional vibration absorber has a primary part, which is connected in a torque-proof manner to the drive shaft, and a secondary part. These can be twisted relative to one another to a limited extent about a common axis of rotation. At least one damping spring is supported between the primary part and the secondary part. The secondary part is drivingly connected to the belt pulley via the centrifugal clutch.

An exemplary embodiment of the invention is described below with reference to the accompanying figures.

• 1, 2 und 3 jeweils Ansichten einer als Blockschaltdiagramm angedeuteten Riemenscheibenanordnung in unterschiedlichen Betriebszuständen;
• 4 in einer Längsschnittdarstellung die Riemenscheibenanordnung;
• 5 und 6 weitere Schnittdarstellungen der Riemenscheibenanordnung.

Show it:

• 1 , 2 and 3 in each case views of a pulley arrangement indicated as a block circuit diagram in different operating states;
• 4 in a longitudinal sectional view, the pulley assembly;
• 5 and 6 further sectional views of the pulley assembly.

In the 1 a belt pulley arrangement has an electric machine RSG, which is connected to a vehicle battery 8 via an electric supply line. The electric machine RSG is drivingly connected via a common belt drive to an internal combustion engine BKM of a vehicle and to a mechanical air conditioning compressor mKK, which forms the auxiliary unit. An electric machine shaft 5 of the electric machine RSG, a unit shaft 3 of the air conditioning compressor mKK and an internal combustion engine shaft 1 are arranged axially parallel to one another. The belt drive has in the 1 a pulley 7 seated in a torque-proof manner on the electric machine shaft 5 and a switchable pulley 9 which is arranged on the internal combustion engine shaft 1 . The switchable belt pulley 9 can be coupled to or decoupled from the internal combustion engine shaft 1 in a torque-transmitting manner by means of a coupling device (K1, K2) described later, depending on the different operating modes MB1, GB, MB2. The belt pulley is on unit shaft 3 of the mKK air conditioning compressor 13 rotatably arranged, which is also involved in the belt drive.

In the 1 until 3 a torsional vibration absorber 10 is arranged between the internal combustion engine shaft 1 and the clutch device (K1, K2). The torsional vibration damper 10 has a drive-side primary part 12 connected in a torque-proof manner to the internal combustion engine shaft 1 and a drive-side secondary part 14 . The primary part 12 and the secondary part 14 can be adjusted relative to one another to a limited extent about a shaft axis of rotation. Arc springs are supported between the primary part 12 and the secondary part 14, as for example in the embodiment of FIG 6 are shown.

The clutch device (K1, K2) is made up of an overrunning clutch (ie sprag clutch) K1 and a centrifugal clutch K2. These can, among other things, be based on the 1 until 3 Illustrated operating modes MB1, GB, MB2 automatically couple or decouple so that the switching operations can be carried out without external hydraulic or electric actuators. Below are based on the 1 until 3 the modes MB1, GB, MB2 described in which the pulley assembly is operable.

In the 1 the pulley arrangement works in the first operating mode MB1, in which the electric machine RSG performs an engine start or a boost function. In the first operating mode MB1, a drive torque is generated in the electric machine RSG. A power split takes place on the electric machine shaft 5, in which the drive torque generated by the electric machine RSG is distributed in a load path L1 from the electric machine shaft 5 in the direction of the internal combustion engine BKM and in a load path L2 from the electric machine shaft 5 in the direction of the air conditioning compressor mKK is divided. The electric machine shaft 1 of the electric machine RSG drives with a first driving direction of rotation A1 (ie clockwise rotation) onto the internal combustion engine shaft 1 and the assembly shaft 3, which also rotate in the driving direction of rotation A1.

In the 2 the belt pulley arrangement works in a second operating mode GB, in which a drive torque generated by the internal combustion engine BKM is transmitted in a load path L3 from the internal combustion engine shaft 1 via the belt drive to the electric machine shaft 5 and on to the electric machine RSG. In addition, the air conditioning compressor mKK is driven via the belt drive (load path L4 in the 2 ). The internal combustion engine shaft 1 drives the electric machine shaft 5 and the assembly shaft 3 with the drive direction of rotation A1 (ie clockwise rotation). In the second operating mode GB, the vehicle battery 8 connected to the electric machine RSG is charged and at the same time the air conditioning compressor mKK is driven.

In the 3 the belt pulley arrangement works in a third operating mode MB2, in which the internal combustion engine BKM stands still while the electric machine RSG rotates in a second driving direction of rotation A2 (ie counterclockwise) that is opposite to the first driving direction of rotation A1. The drive torque generated in the electric machine RSG is transmitted via a load path L5 ( 3 ) to the air conditioning compressor mKK.

In the first operating mode MB1, a torque-transmitting blocking function of the one-way clutch K1 is active. In this case, the load path L1 ( 1 ) from the electric machine shaft 5 via the locked one-way clutch K1 and in the first driving direction of rotation A1 to the internal combustion engine BKM. In contrast, in the second operating mode GB, the torque-transmitting blocking function of the centrifugal clutch K2 is active. In the third operating mode MB2, both the overrunning clutch K1 and the centrifugal clutch K2 are transmission-free.

the 1 until 3 each show the belt pulley arrangement in a schematic block circuit diagram, in which the torsional vibration damper 10, the overrunning clutch K1 and the centrifugal clutch K2 are arranged in a series connection one behind the other on the internal combustion engine shaft 1. In contrast, the following is based on the 4 until 6 a concrete structure of the switchable belt pulley 9 with the clutch device K1, K2 integrated therein and the torsional vibration damper 10 integrated therewith is described: Accordingly, the primary part 12 of the torsional vibration damper 10 is implemented as a sleeve. The sleeve 12 has a large-diameter sleeve section 16 attached to the shaft end of the internal combustion engine shaft 1 in a rotationally fixed manner, while a small-diameter sleeve section 17 serves as a bearing seat for the overrunning clutch K1. In the 4 the sleeve 12 is clamped axially on the shaft end of the internal combustion engine shaft 1 by means of a screw 20 .

The secondary part 14 ( 6 ) of the torsional vibration damper 10 is implemented as an outer ring. The outer ring 14 surrounds the large-diameter sleeve section 16 of the primary part 12 with a radial distance 6 only one arc spring 24 is shown. This is in the 6 supported with one spring foot on a sleeve driver 26 and supported with the other spring foot on an outer ring driver 28 .

Based on 4 and 5 the overrunning clutch K1, which is designed with right-hand clamping, for example, is described below. Accordingly, the overrunning clutch K1 has a radially outer, ring-shaped freewheeling outer part 47, which is inserted in a rotationally fixed manner in a radially inner hub section 23 of the belt pulley 9, and a radially inner freewheeling inner part 49, which is rotationally fixedly seated on the small-diameter sleeve section 17. Between the freewheel outer part 47 and the freewheel inner part 49 clamping body 22 are arranged, of which in the 4 or 5 only one is shown. The freewheel inner part 49 has in the 5 a clamping contour 55 on the outer circumference. In the first operating mode MB1 (that is, engine start or boost function), the overrunning clutch K1 is locked. This means that the overrunning clutch K1 transmits a torque from the overrunning outer part 47 (ie from the electric machine shaft 5) to the overrunning inner part 49 (ie to the internal combustion engine shaft 1) via the load path L1, provided that during the overrunning -Outer part 47 and the freewheel inner part 49 there is a speed equality.

The centrifugal clutch K2 according to the invention is implemented in the figures in the manner of a drum brake as a friction clutch with two centrifugal elements 15 which interact as friction elements with a frictional engagement contour 29 of the pulley 9 . The frictional engagement contour 29 is formed on the inner circumference of a radially outer grooved rim 21 of the switchable belt pulley 9 .

How from the 4 As can further be seen, the radially outer grooved rim 21 of the switchable belt pulley 9 is connected to a radially inner hub section 23 of the belt pulley 9 via a connecting flange 25 . Between the radially outer grooved rim 21, the connecting flange 25 and the radially inner hub portion 23, an installation space 19 is defined, in which the two centrifugal elements 15 are positioned.

Each centrifugal force element 15 is rotatably mounted as a rocker on one side at a pivot bearing point 30 on the outer ring 14 (ie on the secondary part of the torsional vibration absorber 10). In the 4 the pivot bearing point 30 is implemented by means of a bearing bolt which is connected to the outer ring 14 and on which the respective centrifugal element 15 is rotatably mounted. In the 5 the ends of the centrifugal force elements 15 facing each other in the circumferential direction are connected to one another via a return spring 32 . By means of the two return springs 32, the centrifugal elements 15 are biased into their radially inner rest position. An example is in the 5 the upper centrifugal element 15 is shown in its rest position, while the lower centrifugal element 15 is shown in its blocked position.

When the outer ring 14 rotates in the direction of rotation A1 (ie in the 5 clockwise) this works in the 5 upper centrifugal element 15 as a running centrifugal element and in the 5 lower centrifugal element 15 as a running centrifugal element. The upper expiring centrifugal element 15 wedges with the frictional contour 29 of the switchable pulley 9 and thus generates a self-energizing of the braking effect.

In the 4 until 6 the one-way clutch K1 and the centrifugal clutch K2 are arranged in parallel in the torque flow direction. The torsional vibration damper 10 is exclusively connected upstream of the centrifugal clutch K2. This means that in the first operating mode MB1 neither the centrifugal clutch K2 nor the torsional vibration absorber 10 are in the torque flow, but only the overrunning clutch K1 is in the torque flow. In contrast, in the second operating mode GB, both the centrifugal clutch K2 and the torsional vibration absorber 10 are in the torque flow, while the overrunning clutch K1 is not in the torque flow.

The centrifugal mass of the centrifugal elements 15 is dimensioned such that in the lower engine speed range (that is where the greatest rotational irregularities prevail) the centrifugal elements 15 slip briefly at high torque peaks and thus also provide relief in the belt drive.

reference list

1

Internal combustion engine shaft or drive shaft

3

Aggregate Wave

5

electric machine shaft

7

non-rotatable pulley of the electric machine shaft

8th

vehicle battery

9

switchable pulley of the internal combustion engine shaft

10

torsional vibration damper

12

primary part

13

aggregate-side pulley

14

abutment

15

centrifugal elements

16

diameter sleeve section

17

diametersmall sleeve section

19

installation space

20

screw

21

groove ring

22

clamping body

23

hub section

24

damping spring

25

connecting flange

26

sleeve driver

28

Outer ring driver

29

frictional contour

30

pivot point

32

return spring

40

pivot bearing

47

freewheel outer part

49

freewheel inner part

55

clamping contour

BKM

internal combustion engine

RSG

electric machine

mKK

mechanical air conditioning compressor

A1, A2

direction of drive rotation

L1 to L5

load paths

n / A

driveshaft speed

No

Pulley Speed

Δn

speed differential

K1

overrunning clutch

K2

centrifugal clutch

Claims (11)

Pulley arrangement with a switchable pulley (9) which is arranged on a drive shaft (1) and can be coupled to or decoupled from the drive shaft (1) via a clutch device consisting of an overrunning clutch (K1) and a centrifugal clutch (K2), wherein the belt pulley arrangement has a torsional vibration damper (10), characterized in that the torsional vibration damper (10) connects the drive shaft (1) to the clutch device (K1, K2), specifically to the overrunning clutch (K1) and the centrifugal clutch (K2), in a torque-transmitting manner, and that the pulley (9) is formed with a radially inner space (19). pulley arrangement claim 1 , characterized in that in a first operating mode (MB1) a torque-transmitting locking function is active in the overrunning clutch (K1), in which the belt pulley (9) and the drive shaft (1) rotate in a common direction of rotation (A1) at the same speed (n _R , n _A ) rotate and the belt pulley (9) acts as a driving part and the drive shaft (1) acts as a driven part, and that as a result of a torque change of direction, the first operating mode (MB1) can be switched to a second operating mode (GB) in which a torque-transmitting The locking function of the centrifugal clutch (K2) is active, in which the belt pulley (9) and the drive shaft (1) rotate in the same direction of rotation (A1) at the same speed (n _R , n _A ) and the drive shaft (1) as the drive part and the Pulley (9) acts as an output part. pulley arrangement claim 2 , characterized in that in a third operating mode (MB2) the switchable belt pulley (9) rotates in a second direction of rotation (A2) opposite to the first direction of rotation (A1) and both the overrunning clutch (K1) and the centrifugal clutch (K2) are transmission-free. pulley arrangement claim 1 , 2 or 3 , characterized in that the torsional vibration absorber (10) has a primary part (12) which is non-rotatably connected to the drive shaft (1) and a secondary part (14) which can be rotated relative to one another to a limited extent about a common axis of rotation, and in that between the primary part (12) and at least one damping spring (24) is supported on the secondary part (14), and that the secondary part (14) is drivingly connected to the shiftable belt pulley (9) via the centrifugal clutch (K2). pulley arrangement claim 4 , characterized in that at least one centrifugal force element (15) is mounted on the secondary part (14) of the torsional vibration damper (10), and that the centrifugal force element (15) moves from its radially inner, transmission-free rest position radially outward into its radially outer, torque-transmitting locked position under the action of centrifugal force is displaceable, and that in the locked position the drive shaft (1) via the torsional vibration absorber (10) and via the centrifugal force element (15) is connected to the belt pulley (9) in a torque-transmitting manner. pulley arrangement claim 5 , characterized in that the centrifugal clutch (K2) is implemented as a friction clutch in the manner of a drum brake, in which the centrifugal element (15) interacts as a friction element with a frictional engagement contour (29) of the pulley (9), and that the frictional engagement contour (29) on Inner circumference of a radially outer grooved rim (21) of the pulley (9) is formed. pulley arrangement claim 6 , characterized in that the centrifugal force ment (15) as a rocker is pivoted on one side at a pivot bearing point (30) on the secondary part (14) of the torsional vibration damper (10), and that the centrifugal force element (15) can be deflected radially outwards into its blocking position around the pivot bearing point (30) under the action of centrifugal force . Pulley arrangement according to one of the preceding claims, characterized in that the pulley (9) has a radially inner hub section (23) which is arranged directly or indirectly on the drive shaft (1) with the overrunning clutch (K1) interposed radially. pulley arrangement claim 8 , characterized in that the centrifugal clutch (K2) is arranged with its centrifugal element (15) in an installation space (19) which is arranged between the radially outer grooved rim (21) of the belt pulley (9) and the radially inner hub section (23), and/or that the centrifugal clutch (K2) and the overrunning clutch (K1) are arranged in radial alignment with one another. Pulley arrangement according to one of the preceding claims, characterized in that the overrunning clutch (K1) is arranged radially on the inside and the centrifugal clutch (K2) is arranged radially on the outside, and/or that the torsional vibration absorber (10) is positioned axially adjacent to the clutch device (K1, K2). Pulley arrangement with a switchable pulley (9) which is arranged on a drive shaft (1) and can be coupled to or decoupled from the drive shaft (1) via a clutch device consisting of an overrunning clutch (K1) and a centrifugal clutch (K2), wherein the belt pulley arrangement has a torsional vibration absorber (10) which connects the drive shaft (1) to the clutch device (K1, K2) in a torque-transmitting manner, and the belt pulley (9) is designed with a radially inner installation space (19) in which the torsional vibration absorber (10 ) is arranged, wherein the torsional vibration damper (10) has a primary part (12) which is non-rotatably connected to the drive shaft (1) and a secondary part (14) which can be rotated to one another to a limited extent about a common axis of rotation, and wherein between the primary part (12) and the secondary part (14) at least one damping spring (24) is supported, characterized in that the secondary part (14) on the centrifugal force plunger (K2) is drivingly connected to the switchable pulley (9).

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